George w



(ModeL) G. W. SHAW.

GAR COUPLING.

Patented Dec. 13,1881.

INVENTOR %Zw5%m WITNESSES fl'r ATTORNEYS.

UNITED STATES PATENT OFFICE.

GEORGE W'. SHAW, OF TAYLORSVILLE, KENTUCKY, ASSIGNOR OF ONE-HALF TO THOMAS COLLIER AND JAMES W. W'ELLS, OF SAME PLACE.

CAR-COUPLING.

SPECIFICATION forming part of Letters Patent No. 250,761, dated December 13, 1881.

Application filed March 28, 1881. (ModeL) To all whom it may concern:

Be it known that I, GEORGE W. SHAW, of

Taylorsville, in the county of Spencer and State of Kentucky, have invented a new and useful Improvement in Car-Couplings, of which the following is a specification.

In the accompanying drawings, Figure 1 is a longitudinal sectional elevation; Fig.2, a front elevation; Fig. 3, a sectional elevation through the frame-work on the line x at, Fig. 1, looking at the back of the plate F; Fig. 4, an enlarged sectional plan of plate J, which connects the T-shaped lifting-rod and the rigid crank-arm secured in the coupling-pin E.

I 5 Similar letters of reference indicate corresponding parts.

The object of my invention is to provide an improved car-coupling device which can be operated with ease and certainty from the platforms of passenger-cars or low stock or fiat cars, or from the tops of box-cars without going between them, said coupling device being adapted to use the ordinary form of draw-head and draw-bar.

2 5 I more particularly describe my invention as follows:

The draw-bar A is supported in the framework H of the car on all sides and slides longitudinally Within said frame-work. The said 0 head A is divided into two parts, so as to permit the introduction ofthe head B of the drawbar bolt B into its interior. Said head B bein g larger than the openings through the front and back ends of the draw-head, it secures the draw-bar bolt B within the said head when the two parts of said draw-head A are firmly secured by proper bolt-connections. The spring 0 upon the bar B acts, between the back shoulder of the recess A and the head B, to hold the 4.0 coupling-link D close to the coupling-pin E, as

in Fig. 1.

The plate F is rigidly attached to the back end of the draw-head A, its projecting ends F moving within the grooves 0r guideways H in 5 the frame-work H, and by contact with the forward shoulders of said grooves H causes the draw-head A to pull the car without strain upon the draw-bar bolt B. Between said plate F and the rigid crossbar H the spring G is loosely coiled around the draw-bar B, and acts as a buffer to receive the shock of coupling the cars, it being aided in such action by the forward spring, C.

The coupling-pin E, when withdrawn from the link. D, hasabearingin the upper side of the draw-head A and in the bracket-bearing a, between and in which and the said draw-head the rods 0 are rigidly fastened to guide the vertical movement of the crank-arm d, which latter is fastened in the side of the coupling-pin E, and has a connection with the plate J by its upper arm, 01, passing with a sliding fit into a hole drilled through said plate, which connection permits the said arm d to slide within the plate J as the draw-head A, carrying the coupling-pin E, is by any means forced backward. In said plate J the foot of the vertically-movable bar K is fixed, said bar K being guided in bearings on the frame H, and having a T or cross head rigidly attached to its upper end, under- 70 neath which head L the pin 0 on the outer end of crank-arm N acts, on the raising of the handlever M to the perpendicular position shown in dotted lines in Fig. 2, to lift the couplingpin E and uncouple the cars by releasing the link D from the draw-head A.

A spring-catch may be employed to secure said lever M in such perpendicular position and hold the coupling-pin E up when it is not desired to couple cars coming in contact with each other.

It is evident that when the draw-bar bolt B is pushed backward by the forcible entrance of the coupling D, and after the hand-lever M is depressed to the horizontal position, the coup- 8 ling-pin E will fall by its own and the superadded weight of the parts d, J, K, and L, and secure said link D,to couple the cars, as in Fig.

1. Standards a, secured to the transverse beam 0 of the frame-work H, support the hand-lever 0 M at either side in an approximately-horizontal position.

In applying my coupler to box-cars the ver tical rod K, carrying the crosshead L,would be extended upward to permit the lever M to be 5 operated relatively to the other parts of my de vice, as above described, from the roof of said cars.

Instead of using the hand-lever M, carrying the crank-arm N, and causing the pin 0 on said we arm N to raise the coupling-pin E, as above described, I can use an ordinary hand-wheel,

1. lhe car-coupling pin E, having at the up- [5 per part a shoulder, and from thence to the end a diminished diameter, in combination with the bracket (1, having a hole in line with the pinholes of draw-head, as described.

2. The combination, with the pin E, guided 20 at the top in the bracket or, of the crank-arm d, fastened to the side of said pin, the guide-rods o 0, and the plate J, connected with a movable bar, K, as and for the purpose specified.

. GEORGE WILLIAM SHAW.

Witnesses:

J. B. HOPEWELL, T. W. HEADY. 

